Air-brake



N0. 608,62l. Patented Aug. 9, I898. H. S. PARK.

AIR BRAKE.

(Application filed Dec. 17, 1889.) (No Model.) 3 Sheets-Sheet I.

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No. 608,62I. Patented Aug. 9, I898.

H. S. PARK.

AIR BRAKE.

(Application filed. Dec. 17, 1889.) (No Model.) 3 Sheets-Sheet 2.

No. 608,62l. Patented Aug. 9, I898.

H. S. PARK.

AIR BRAKE.

\ (Application filed Dec. 17, 1889.) v

(NnlVlodeL) 3 Sheets-Sheet 3.

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HARVEY S. PARK, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE VVESTINGIIOUSE AIRBRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA AIR BRAKE.

SPECIFICATION forming part of Letters Patent No. 608,621, dated August9, 1898. Application filed December 17, 1889. Serial No. 334,010. (Nomodel.)

To (ZZZ whom it may concern.-

Be it known that I, HARVEY S. PARK, a citizen of the United States,residing at Oht cago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Air-Brakes; and I dohereby declare that the followingis afull, clear, and exact descriptionof the invention, which will enable others skilled in the art to whichit pertains to make and use the same, reference being had to theaccompanying drawings, forming a part hereof, in which a Figure 1 is alongitudinal section through the valve, showing also the end of a brake-I 5 cylinder. Fig. 2 is a longitudinal section of the main valve,showing the position of the parts after applying a grading pressure anda partial return of the valve to maintain the grading pressure. Fig. 3is a top orplan view of the valve. Fig. 4 is a longitudinal section ofthe valve, showing the guide-arms and the chamber for condensation. Fig.5 is a detail in section, showing the chamber and passage for admittingtrain-pipe pressure. Fig. 6 is a detail in section, showing the passagefor the air to and from the car-reservoir.- Fig. 7 is a face View of theslide-valve. Fig. 8 is a face View of the wall. or face of themain-valve chamber, showing the ports and 0 passages therein.

The object of my invention .is to provide animprovement in air-brakes;and it consists in new and improved means for charging fluid underpressure from the train-pipe into 3 5 the auxiliary reservoir.

In the drawings, A represents a pipe con meeting the triple valve withthe train-pipe, (not shown, but which is located as usual,) and thispipe, in effect, forms a part of the 40 train-pipe, as through it air isadmitted to the main-valve chamber of the triple valve.

B is a passage which communicates with the pipe A.

O is a chamber in which is located a piston which controls theemergencywalve for admitting train pipe pressure direct to thebrake-cylinder, and, as shown, the chamber 0 and the passage B are incommunication through an opening a, a chamber-opening Z2,

and a port or opening 0, so that air can pass into the chamber 0 fromthe passage B.

D is a shell or casing for the chamber 0.

E is a casing for the main-valve chamber, with which, as shown, isformed the casing D.

F is the main-valve chamber, in which is located the piston by which themain valve is moved. The chamber F has communication with the chamber 0through a port or opening d, a passage 6, and a passage f, as shown inFig. 1, so that train-pipe air can enter the chamber F back of thepiston in such chamber.

G is a cap or cover for closing the end of the chamber F, and this capor cover is at-- tached to the casing E by suitable bolts, and the jointbetween the cap G and the casing E is made air-tight by a suitablepacking g, and this cap G has therein the passage f, communicating withthe chamber F..

H is an opening or chamber in the cap G, with which opening a smalleropeningj communicates.

I is a coiled spring.

J is a stem projecting down into the charm ber H from themain-valve'piston, and around 7 5 which stem is located the coiledspring I, which spring abuts at one end against the hub or center of thepiston and at the other end abuts against a plate 72 011 the stem J,which plate It is held in position by a pin 2' through the stem J. Theplate 7t is free to slide in the opening II, and the stem J is permittedan endwise movement through the open- K is a plate or disk, from thecenter of which 8 5 extends the stem J, and K is a companion plate ordisk for the plate or disk K.

L are cup-leather packings secured between the plates or disks K and K,and these parts K K and L form the main-valve piston. 0

M is the stem of the main-valve: piston, formed with or connected to theplate K.

N is a head secured to the end of the stem M. The stem M has in its endadjacent to the head N a chamberk, in which is located a 5 disk Z,having a stem Z projecting both sides of the disk, and around one end ofthe stem Z in the chamber 70 is a coiled spring Z, one end of whichrests on the bottom of the chamber is and the other abuts against theface of 11116- disk Z. The stem Z extends through a hole m in the headN, as shown in Figs. 1 and 2, so

as to abut against the cap or cover of the valve.

O is the head of the brake-cylinder, forming also the cap or cover forthe chambers C and F, and in which head is also formed the passage B andthe passage by which communication is had between the chamber F and theauxiliary reservoir. The end of the casing D E adjacent to the head hasa flange or ears 0 for the passage of bolts 0, by means of which thecasing l) E is attached to the head 0, and the joint between the easingD E and the head 0 is'made air-tight by a suitable packing n.

P is the passage in the head 0 by which I a communication is formedbetween the chamher F and the auxiliary reservoir, (not shown,) forwhich purpose the passage P communicates with the chamber F through anopening 1 Q is a pipe leading from the passage P to the auxiliaryreservoir.

R is the slide-valve, attached to the stem M by an arm R and held to itsseat by a spring (1 around the arm R. This valve has a port 0' leadingthrough it, by which port air from the auxiliary reservoir can pass tothe brakecylinder to apply a grading pressure.

S is a passage in the wall or casin g E, which passage communicates withthe chamber F through a port 3 when the valve R is moved to bring theport 4" in line with the port 3. The passage S also communicates withthe atmosphere, when the valve R is in the position shown in Fig. 1,through a passage to in the valve R, a port a leading from the passage Sand a port If leading to the atmosphere.

'1 is a passage through the head 0 in line with the passage S andfurnishing, with the passage S, acommunication between the chamber F andthe brake-cylinder, and these passages S and T also furnish an eductionfor the brake-cylinder, when the valve R is in the position shown inFig. 1, by which the brakecylinder is vented through the passage a, porta, and port If to release the brakes.

U is an opening through the head 0 in line with the chamber 0. 1

V is a plate located in the casing D between the chamber G and theopening U.

WV is the brake-cylinder, having at its inner end a flange or ears w, bymeans of which and a flange or cars y on the head 0 and bolts 00 thecylinder WV is attached to the head 0, and the joint between the end ofthe cylinder WV and the head 0 is made air-tight by a suitable packingo.

The main-valve piston is held in a direct line of travel by arms 1,extending out from the stem M, each arm having its end 2 squared andentered into a recess 3 in the wall or casing E, as shown in Fig. 4.

The inner face of the valve R has attached thereto a flat valve 4, whichis held seated by a spring 5, and, as shown, the valve and its springare both attached to the valve R by a screw 6.

The chamber 0 has located therein a piston formed of a plate or disk 7,having a stem 8, a plate or disk 9, screw-threaded onto the stem 8, anda cup leather packing 10, secured between the disks 7 and 9, and thestem 8 has attached to its end a valve 11, the face of which has apacking 12, which seats against a rib or flange 13 on the plate V, whichrib 13 encircles an opening 14 through the plate V, which opening isdivided by arms 15, extending out from a center ring 16, which ringforms a guide for the stem 8, and around the stem 8, between the plate Vand the plate or disk 9, is a coiled spring 17, by which the valve 11 isreturned and held to its seatwhen the pressure below theemergency-piston is sufficiently reduced. A port 18 leads from thepassage 0 through the wall or casing E into the chamber F, and in thevalve R is a passage 19, by means of which, when the valve is lowered,communication is established between the port 18 and a port 20,1eadingfrom the chamber F into the chamber 0 back of the piston in suchchamber, so that air can be admitted from the chamber C in front of thepiston therein into the chamber 0 back of such piston to equalize thepressure on both sides of the piston for the pressure in front of thepiston to act on the valve 11 and open such valve. The port 18communicates with a port 21 in the valve B when the valve R is at itsnormal position, as shown in Fig. 1, and this port 21 is controlled bythe valve 4, and when the ports 18 and 21 are in communicationtrain-pipe air from the passage 0 can pass through such ports 18 and 21,open the valve 4, and enter the chamber F, to pass therefrom through theopening 10, passage P, and pipe Q into the auxiliary reservoir.

The head or plate 0 for connecting the valve-casin g with thebrake-cylinder and having the passage B for connection with thetrain-pipe and the passage P for connection with the auxiliary reservoirform no part of this application, but are simply shown for the purposeof illustrating the manner of connectin g the main valve with thebrake-cylinder in connection with a single valve controlling the supplyof air from the train-pipe to the auxiliary reservoir and the travel ofthe air from the car-reservoir to the brakecylinder, and the passage 6,with the port d, and passage f, connecting the chamber 0 and the chamberF, likewise form no part of this invention, and this passage (Z c f, aswell as the head 0 and its passages B and P, is shown, described, andclaimedin the patent, No. 561,811, issued to me June 9, 1896.

The subject-matter of the present application relates, among otherthings, to the control of the air from the train-pipe to the auxiliaryreservoir and from the auxiliary reservoir to the brake-cylinder throughthe medium of a single valve and suitable ports and passages, and theoperation of these devices will now be described.

The valve isshown in Fig. 1 in its normal position, in which positionair from the trainpipe A enters the passage 13 and flows into thechamber 0, and thence into the passage (l cf, back of the piston K K Lin the chamber F, and as the passage 6 communicates with the chamber Fforward of the piston through the port 18 in the Wall of the chamber Eand the port 21 in the slide-valve R air from the chamber 0, andconsequently from the train-pipe, can pass through the ports 18 and 21from the passage e into the chamber F when the train-pipe pressure is inexcess of the pressure in the chamber F, such excess pressure overcomingthe resistance of the spring 5 and opening the valve 4 for air to passinto the chamber F, and from the chamber F air can pass through theopening 23 into the passage P, and thence through the pipe Q to theauxiliary reservoir (not shown,) and such flow of air will continueuntil the pressure in the train-pipe and the pressure in the auxiliaryreservoir are equal, when the spring 5 acts and closes down the valve 4,stopping the admission of air-through the ports 18 and 21 from thepassage e into the chamber F.

The reduction of the train-pipe pressure causes the air to pass from thechamber F back of the piston, through the passage f, passage 0, and portcl, into the chamber 0, and thence through the passage B into the trainpipe, producing a reduction of the chamber F, back of the piston in suchchamber, for the excess of pressure in front of the piston to move thepiston back, carrying with it the slide-valve R, for the port 4" tocommunicate with the port-s and allow auxiliary-reservoir pressure topass from the chambcr Fin front of the piston, through the ports r 8,into the passage 8, and thence through the passage T into thebrake-cylinder W, to set the brakes at a grading pressure, and when thereduction in the auxiliary reservoir equals that of the train-pipepressure the piston of the main valve in the chamber F will be partiallyreturned, as shown in Fig. 2, such return movement being limited by theresistance of the spring 76 on the disk Z, the stem Z of which abutsagainst the head 0 and holds the piston from a complete return, and inthe position shown in Fig. 2 in which the port r has passed the port 8,and com-. munication is not established between the port a, port t, andpassage u to release the brakes, the result being that the brakes areheld at a grading pressure without any danger or liability of leakage bywhich the brakes equalize the pressure on both sides of the piston inthe chamber 0 for the excess of pressure in front of such piston on theinner face of the valve 11 to act and open such valve for train-pipepressure to pass direct to the brake-cylinder through the opening U; butsuch action of the valve 11 cannot take place until the piston in thechamber F has been carried back its full limit, or nearly so, bringingthe passage 19 into communication with the port 18 and the port 20, andthis feature likewise forms a part of my said patent, No. 561,811,wherein it is fully described.

The full restoration of the train-pipe pressure carries the piston inthe chamber F to its normal position, bringing the ports 18 and 21 intocommunication for train-pipe pressure to pass to the auxiliaryreservoir, as described, and by this arrangement it will be saidchamber, back of the piston therein, to

seen that a solid piston can be used, dispensing with valves orby-passages with such piston, as have heretofore been required, andcharging the auxiliary reservoir from'thc chamber F in front of thepiston, as well as setting the brakes from the auxiliary reservoirthrough the chamber F in front of the piston, and both ends areaccomplished by the use of a single slide-valve having therein suitablepassages and ports in connection with ports and passages in the wall ofthe casing inclosing the chamber F.

What I claim as new, and desire to secure by Letters Patent, is-

In an automatic fluid-pressure brake system, the combination, with themain-valve chamber of a triple valve, of a port or passage in the casingof the chamber which communicates with the train-pipe and with themain-valve chamber, a main valve in the chamber, a port through thevalve adapted to registerwith the port in the casing, and a non-returnvalve controlling the port through the main valve, whereby themain-valve chamber and the auxiliary reservoir may be charged from thetrain-pipe through the main valve, substantially as set forth.

HARVEY S. PARK. "Witnesses:

0. W. BOND, M. L. PRICE.

